Automatic locking device for airplane rudder bars



Mafrch 4L E924, HASSQI AUTOMATIC 'LOCKING DEVICE FOR AIRPLANE RUDDER BARS 3 Sheets-Sheet 1 E. G. MCCAULEY Filed May 13 1922 Mwah L 192% IASS'Q E. G. MGCAULEY FOR AIRPLANE RUDDER BARS AUTOMATIC LOCKING DEVICE Filed May 13, 192,2 .'5 ASheets-Sheet 2 Syvum/doc March 4 E. G. NICCAULEY' AUTOMATIC LOCKING DEVlCE FOR AIRPLANE RUDDER BARS Filed May 13,

5 Sheets-Sheet 5 /5 5 vwawtoz Patented Mar. 4l, 1924i'.

NETE@ STATES ERNEST G. MCCAULEY, OF DAYTON, OHIO.

AUTOMATIC LOCKING DEVICE Application led May 13, 1922.

and useful Improvements in Automatic Locking Devices for Airplane Rudder Bars, of which the following is a specification.

rlhis invention relates in general tocontrolling devices, more particularly construct ed for use-in aircraft, and more particularly to an improved rudder bar for operating the rudder of said aircraft.

llt is the object of this invention to provide a positive and automatic locking arrangement of the foot-controlled rudder bar whereby the rudder control surface may be locked in any desired position, so set by ressing with either foot, the foot control ar, and also to provide a positive release mechanism whereby the rudder may be unlocked from any position thus set. y

By having the rudder locked securely in any desired position, both feet of the pilot will be free to be withdrawn from cramped position and available to execute other operations such as the releasing of bombs, pumping of air to gas tanks, controlling of the engine throttle, etc.

A further advantage of the proposed locking device resides in the provision of means for adjusting the rudder control surface to counteract the propeller torque and cross winds. In cross-country flights, or trips of long duration, the rudder may be so set and locked in position that a direct course may be maintained, in spite of the direction and velocity of the wind, without the usual strain on the pilot caused by constant application of pressure of his foot against the rudder bar.

Tt is also proposed to provide a stirrup on the side of the rudder bar so constructed and arranged that the pilot may lock or unlock, set or operate freely the rudder bar with either foot by either the pressure of the foot on the baror a pull against the stirrup.

With the foregoing and other objects in View, which will appear as the description roceeds, the invention consists in a comination of parts hereinafter described and claimed, it being understood that'changes in the precise embodiment herein described may be made without departing` from the Spirit of the invention illustrated in the attached drawings in which,

FOR .AIRPLANE RUDDER BARS.

Serial No. 560,751.

v Figure 1 is a plan View of the rudder bar provided with the locking and releasing mechanism.

Figure 2 is a section taken along line 2 2 of Figure 3.

Figure 3 is a section taken along line 3-3 of Figure 2.

Figure 4 is a sectional View of the stirrup on the line 4-4 of Fig. 1.

Figure 5 is a detail View of the stirrup and its relation to the rudder bar.

Figure 6 is a plan viewof the rudder bars both front and rear, and the connectin means between same for use in dual contro type of aircraft.

Figure 7 is a detail view of the connecting means between the stirrups of the front and rear'rudder bars.

The control bar 1 as a whole is free to rotate on the spindle 7. Clutch levers 8 and 15 are provided with a clearance at each outer end of the control bar 1, when the teeth -10 on the clutch levers 8 and 15 are engaged with those of the ratchet or clutch member 11, which is mounted on base plate 12 and rigidly held by screws 13. The ratchet 11, being stationary, is provided with a centrally located square recess 14 through which the spindle 7 extends. The spindle 7 is so shaped that it snugly fits the recess 14 and is stationary at all times with relation to the base plate 12.

The clutch lever 8 is provided with a pin 16 inserted therein and riveted overA on one end. The clutch lever is provided with an elongated slot 17 through which pin 18 projects, causing clutch levers 8 and 15 to move together in either direction with relation to each other. Levers 8 and 15 are provided with lugs 18 to receive the opposite ends of a tension spring 19.

A stirrup 20 is provided near either end of the rudder bar 1, and is fulcrumed on brackets 21 by screws 22 and is adapted to engage clutch levers 8 and 15 at a point 23.

When the pilots feet are free of the control bar 1, the tension spring 19 causes the teeth 10 of both clutch levers 8 and 15 to engage the ratchet or clutch member 11, thereby locking the control bar 1 to the clutch 11 and base plate 12. In order to disengage this locking means, itl is only necessary to apply pressure against either lever 8 or 15 at a point 24, thereby causing the levers 8 and 15 which are fulcrumed on studs 9 and held there by nuts 32,

, operate the control bar 1. rll`his is made possible by the provision of the pin 16 which is fixed at one end of the clutch lever 8 and moves in the slot 17 in the clutch lever 15, thereby causing both clutch levers to move in relation to each other when either clutch leverI is depressed in a forward direction.

Stirrup 20 is fulcrumed on brackets 2l by screws 22 and engages the clutch levers 8 and 15 at a point 23, and provides a means of unlocking the clutch 11 by pulling back on the stirrup 20 of the control bar 1 with the toe portion of either foot.

As shown in Fio'ure 6 the rudder control bar may be applied to the dual control type of aircraft by providing a control bar in both cockpits identical with that heretofore described and connecting the ends of the control bars by means of a cable 30 which in turn is adapted to be attached to the rudder of the aircraft. Furthermore the clutch levers of the two control bars are connected to each otherlby means of a rigid member 31 such as a metallic rod. rlhus when the one control ban is operated or locked or unlocked the other control bar is accordingly actuated in the same manner.

llt will be clearly seen that there is thus provided a rudder bar capable of being operated by either foot by exerting either a pulling or pushing energy therewith. 'llhere has also been provided a rudder bar capable of being set in any desired position and which will automatically' lock itself in set position upon the release of the pilots foot from the rudder bar. There has further been provided a rudder bar with a stirrup by which the rudder bar may be operated by means of the exertion of a pull by the pilot with the toe portion of either foot on the stirrup, said operation obtaining the same results as a pressure upon the rudder bar proper at a point 24. Furthermore in the dual control type of aircraft the control bar may be set and locked in any desired position and the rudder operated by the application of pressure on the clutch lever or pull cfm the stirrup of either control bar by either oot.

While l have illustrated and described the foregoing precise and preferred embodiment of my invention, it is apparent that changes in the details of construction and operation thereof may occur, and it is therefore not my intention to confine `my invention to such Laser/ei an embodiment, but to limit the same only to such an extent that it will fall within the scope of-the broadest interpretation of the appended claims.

Having thus described my invention, I claim:

l. For use in an aircraft, a rudder bar, means for automatically locking said rudder bar comprising a stationary ratchet, opposing clutcli levers, each pivotally mounted on said rudderbar, and Ameans for interconnecting said clutch levers, said clutch levers being free to actuate while thus connected for engaging or disengaging said ratchet, when pressure is applied to one of the said clutch levers. v

2. In combination with a pivotally mounted rudder bar, locking and releasing means embodying a stationary clutch member, movable clutch members to cooperate therewith mounted on the rudder bar, a plurality of foot levers, and means to interconnect said foot levers so that each of them is adapted to release both of the movable clutch members.

3. lln a rudder control barfor use more particularly in aircraft, means for automatically locking said rudder bar comprising a ratchet, opposing clutch levers pivotally mounted on said rudder bar and 0perated in relation to each other by means connecting said clutch levers, said clutch levers being free to actuate while thus connected for engaging or disengaging said ratchet, when pressure is applied to one or both clutch levers, and a stirrup pivotally mounted at 'each end of said rudder control bar and provided with an extension adapted to engage one of said clutch levers and disengage both said levers from said ratchet when a pull is exerted on said stirrup.

4. For use in an aircraft, a rudder bar, a base plate, a stationary ratchet\ mounted thereon, clutch levers on said rudder bar adapted to engage said ratchet member and resilient means forretaining same in locked engagement therewith, said clutch levers being connected at one end by means of a pin in one, riding in an elongated slot in the other, each of said levers being fulcrumed at a point substantially midway of its length.

5. For use in aircraft of the dual control type having a pair of rudder control bars for operating the rudder control mechanism of said aircraft, means comprising a ratchet and opposing clutch levers adapted to engage said ratchet, for automatically locking said control bars in any desired position, and means for releasing said automatic locking means and means for connecting said rudder bars to each other and to the rudder control mechanism of said aircraft, rigid members connecting the respective clutch le vcrs of said control bars for the purpose of enabling the simultaneousengagement and lll of each control bar and the operation of said rudder by the actuation of either control bar.

6.- F or use in an aircraft of the dual control type having a pair of rudder control hars for operating the rudder control mechanism ofl said aircraft, means comprising a ratchet and opposing clutch levers adapted to engage said ratchet, for automatically locking said control bars in any desired p0- sition, andineans for releasing said automatic locking means, and means for connectingzsaid rudder bars to each other and to the rudder control mechanism of said aircraft, rigid members connecting the respective clutch levers of said. control bars for the purpose of enabling the simultaneous engagement and disengagement of said locking mechanism of each control bar and the operation of said rudder by the actuation of either control bar, and a stir'rup pivotally mounted at each end of each control bar and provided with an extension adapted to automatically'engage said clutch levers and disengage said clutch levers from said stationary ratchet when a pull is exerted on said stirrup, the stirrup of each ycontrol bar being so rigidly connected to that of the other that the operation of either stirrup Will cause the simultaneous operation of the other.

7. In combination With a pivotally mounted foot-operated 'control bar, a stationary ratchet member, opposing ratchet levers mounted on said bar and adapted to engage vsaid stationary ratchet member, resilient means for maintaining said levers in engagement with said ratchet member, a stirrup pivotally mounted at each end of said control bar and provided With an extension adapted to engage its respective ratchet lever to release the control bar when a pull 1s exerted on said stirrup.

In testimony whereof I have axed my signature.

' ERNEST G. MCCAULEY. 

